Two-cycle engine



Feb. 10, 1925'.

- V. H. WINQUST Two-CYCLE ENGINE Filed March 5, 1923 Patented Feb.. 10 1325,

vieron HERMAN WINQUIST,

or MILWAUKEE, wisconsin.

TWO-CYCLE ENGINE.

Application med March v5, 1923. serial (No, esa-asias.

Statel of Wisconsim have invented certain -new and useullmprovementsin rTwo-Cycle Engines; and l do hereby declare that the 4 following is a full, clear, and exact description thereof.

This invention relates to two cycle internal combustion engines.

Objects of this invention are to provide a two cycle internal combustion engine with .a sleeve valve, to provide`a two cycle engine in which crank case compression is avoided, 'to' provide a funidirectional ilow two cycle internal combustion engine, and to provide a sleeve valve, twol cycle engine in which initial compression is secured by means or the sleeve and associated parts.

`Further objects are to provide a two cycle, sleeve valve engine in which the side twist or distortion of the sleeve is reduced to a inwhich two cylindricalbearings minimum,

and to provide are provided Jfor the sleeve,

-an engine in which an auxiliary valve operating shaft and cams are avoided.

Further objects are to provide a multiple cylinder, two cycle engine in which rotary gas-tight bearings are avoided, in which a direct and relatively short route is a'orded the initially compressed charge when passing to the cylinder, and to provide a two cycle, multiple cylinder engine which is compact and sturdy in design, which is simple in construction, and which is efficient in operation.

AAn embodiment of the invention is shown in the accompanying drawings, in which- Figure 1 is vertical longitudinal sectional view through the engine.

Figure 2 is a sectional view on the line 2-2 of Figure 1.

Figure 3 is a sectional view on the line 3 3 of Figure 1".

Figure 4 1 s a sectional lView on the linel 4 4 of Figure 1.

Referring l,more particularly to the drawings, it will be seen that the engine comprlses a pair of compound cylinders, each consisting of a main cylinder 1, and an auxiliary charge compressing cylinder 2. Be-

tween vthe auxiliary ycylinders 2',

the inlet v duct 3 is located and communicates with such cylinders byl means of the piston-controlled ports 4. Between the main cylinders the exhaust outlet 5 is located and communicates-with such main cylinders through y the ports 6, such ports being controlled by a sleeve valve hereinafter described. rlhe auxiliary cylinder 2 for the left-hand compound cylinder is adapted to communicate with the right-hand main' cylinder by means of a duct 7 and a'port 8, such port being controlled by the sleeve valve. The auxiliary right-hand cylinder 2 vsimilarly communicates with the left-hand-main cylinde-r by means/vof a duct 9 and 'port 8, controlled by the sleeve for the left-hand cylinder. lt is to'be noted that the ductsv 7 and 9 communicate with annular recesses 30 (see Figures 1 and 3), which communicate with the multiple ports 8.

Within each of the main cylinders 1, a

extends or Vprojects downwardly beyond the main cylinder. At vits lower end the 'sleeve is provided with a circularv outwardly projecting web 12, which carries a larger or outer sleeve 13, forming in eitect a piston for the auxiliary cylinder. rlhe sleeves 11- are each provided with ports- 14 and 15, adapted to register at appropriate the ports 8 and 6, respectively, to control the How of the initially compressed fresh fuel into the main cylinder, and to control the flow of the burnt gases from the main cylinder intol the exhaust duct 5. The cylinders are suitably water-jacketed, as 'shown in the drawings, and are provided with spark plug receiving apertures 16, the cylinder head or member 17 being suitably times with I` depressed, as shown in Figure 1, to accommodate'the spark plugs and to provide the necessary water-jacket.

y The en ine is provided with a "single shaft 18, journalled in bearings carried by the crank case 19. rl`his shaft is provided twov main opcranks by means 'of the pitmen 26. It is to be noted in connection with the pitmen 26 that they are operatively joined to the sleeves by means of bearing pins' 27 extendf ing through bosses formed upon the inner and outer sleeves 11 and 13, respectively. This provides bearings for connecting the auxiliary pitmen 26 to the sleeves, which are located between the inner and outer sleeves.

It will be seen, therefore, that the sleeves 'are so joined to the appropriate cranks that Vside twist or distortion of the sleeve is min1m1zed, as the bearing is located inslde of the outermost sleeve and between such sleeve and the inner sleeve.

It is intended that one side ofeach of the'ducts '3 and 5 shall be closed by appro.

priate plates 28 and 29, respectively, (see Figures 2 and 4), and that the plates be so designed that they may be used upon either side of the engine, thereby vproviding the utmost flexibility in connecting the engine to` the inlet andexhaust pipes.

The operation of the apparatus is as follows: A charge is drawn into one of the tion,

auxiliary cylinders and compressed-in the position shown in the drawings-into the right-hand cylinder 2. As the engine operates, this charge is initially compressed until the cranks lie in a vertical plane, at

which time the initially compressed charge is admitted to the working cylinder, as shown on the right-hand side of Figure 1, such working cylinder 1 being in communication With the left-hand auxiliary cylinder and the-gases flowing in the manner indicated by the arrows.

It is to be noted that the pistons or sleeves 13 cooperate with the ports 4 to control the initial admission of the charge to the auxiliary cylinder.

It is to be noted, also,l from an inspection of Figure 1, that the sleeve for the rightliand cylinder is moved to its lowest posiandy consequently ports 8 and 6 are open, thereby allowing the fresh charge to flow into the main' cylinder immediately above the piston and to displace the burnt gases which flow through the port 6.

It will be seen by this construction that the necessity for crank case compression is (l wholly avoided, and consequently the gastight joints usually essential to two-cycle- Iengines yare thus also avoided.

It is further to be noted that the How of gas is always in'the same direction in the main cylinders and that therefore such engine constitutes, in effect, a unidirectional How engine, thereby adding to the'. general eiiiciency of the apparat-us.

It will be seen that an internal combustion two cycle engine has been provided in which the flow\ of gas is positively controlled by the valve sleeves, and it Will further be seen that an extremely efficient, simple and cheaply constructed type of-in- .ternal combustion two cycle engine has been provided. 4 A

lt is to be noted that eachpiston and its corresponding sleeve travels in thesame direction, and the resultant actual travel of a piston with reference to the sleeve is correspondingly less than the actual travel of the piston with reference to the stationary portion of the cylinder. In this manner the friction is lessened and the wearing surface internally of the sleeve is reduced.

I claim:

1. A two cycle, multiple cylinder, interna-l combustion Ivenglne comprising a plurality of compound cylinders each including a main cylinder and an auxiliary larger cylinder concentric therewith, a. sleeve mounted in such main cylinder and. having apiston portion cooperating with said auxiliary cylinder to initially compress the charge, smaller pistons fitting within said sleeves, a multiple crank, and a plurality of pitmen connecting the cranks with said sleeves and with said pistons, said sleeves and cylinders having cooperating ports to control the flow Vof gases, said engine having ports for leading the compressed charge fromthe larger cylinderof one of the other pair.

2. A two cycle internal combustion engine comprising a pair of compound cylinders each having a main cylinder `and an auxiliaryV larger cylinder concentric therewith, a sleeve mounted withinieach main cylinder and having a piston portion fitting said auxiliary cylinder, a piston fitting within said sleeve, said sleeves and cylinders having cooperating ports for controlling the flow .of gas, a shaft having a plurality of cranks, and pitmen connectmg cranks with said pistons and with "said sleeves, said enginehaving ducts connecting the auxiliary cylinder of one of .said compound cylinders with the main cylinder ofthe "other of said compound cylinders.v

3. Ah internal combustion engine oomprising two similar cylinders, each cylin- -der comprising a working portion and a larger charge-compressing portion, a working piston located inthe working cylinder pairto the smaller cylinder necting the charge compressing cylinder of to control the exhaust from said Working one pair of cylinders, with the working cylcylinders. inder of the otlier pair of cylinders, said In testimony that I claim the foregoing 10 larger pistons having sleeves extending up- I have hereunto'set my hand at Milwaukee,

5 Wardly into said Working cylinders, vsaid inthe county of Milwaukee and State of sleeves and Working cylinders having co- Wisconsin. operating ports adjacent their upper endsi VICTOR HERMAN WINQUIST. 

